Internal combustion engine



Allg, 9, 1938. V R. D. CAYABYAB l 2,125,516

4 INTERNAL GOMBUSTIDN` ENG-INEl ATTORNEYS ug. 9, 1938. R. D. CAYABYAB 2,126,616

INTERNAL CIOMBUSTION ENGINE Filed July 7, 193e I 5 sneetssneet 2 INV TOR ATTORNEYS Aug- 9, 1938- R. D. cAYABYAB 2,126,615

INTERNAL COMBUSTION ENGINE Filed July 7, 1936 3 Sheets-Sheet 3 33 Ifo' l: fr#

2 ii/Carola JJ. ayabyab INVENTOR ATTORNEY@ Patented Aug. 9, 1938 UNITED STATES Nmriwr OFFICE 2 Claims.

This invention relates to internal combustion engines of the four cycle type and has for the primary object the provision of a device of this character which may be successfully operated at increased compression ratios than heretofore possible and without the danger of pre-ignition and eliminates the use of electrical and similar ignition systems or injectors now employed in engines of the Diesel type.

Another object of this invention is the provi- With these and other objects in View, this invention consists in certain novel features of construction, combination and arrangement of parts `to be hereinafter more fully described and claimed.

For a complete understanding of my invention,

reference is to be had to the following description and accompanying drawings, in which Figure l is a fragmentary side elevation, partly in section, illustrating an internal combustion engine constructed in accordance with my invention.

Figure 2 is a vertical sectional view illustrating the engine. Figure 3 is a horizontal sectional View taken on the line 3-3 of Figure 2.

Figure i is a. horizontal sectional view taken on the line 4 4 of Figure 2.

Figure 5 is a fragmentary end elevation showing the connection between the valves of the engine with the end cover of the engine removed.

Figure 6 is a diagrammatical view showing the arrangement of the air and fuel compression chambers and the relation of certain valves thereto.

Figure 'l is a sectional view taken on the line 'I--l of Figure 2, showing the arrangement of the valves during the suction stroke of the piston.

Figure 8 is a sectional View taken on the line 8--8 of Figure 2 showing the valves positioned I on the power stroke of the piston.

Figure 9 is a sectional View taken on the line 9 9 of Figure 2 showing the position of the valves on the exhaust stroke of the piston.

Figure 10 is a fragmentary sectional view taken on the line Ill- I0 of Figure 2 showing the position of the valves on the compression stroke of the piston.

Figure 11 is a transverse sectional View drawn on an enlarged scale showing one of the valves and illustrating intake and exhaust passages 5 thereto.

Referring in detail to the drawings, the numeral I indicates a cylinder block of the engine and 2 a base. The cylinder block has formed therein cylinders 3 and il in which reciprocate l0 pistons 5 and 6. Said pistons are connected to a common crank I by connecting rods 8. The crank 'I forms part of a crank shaft 9 journaled in the base 2. The cylinder 3 is employed for compressing fuel while the cylinder 4 is employed l5 for compressing air, that is, during one cycle of operation of the engine and which will be hereinafter more fully described. The block l includes a cylinder head lil to form a closure for the cylinders 3 and 4. Communicating water 20 cooling jackets II are provided for the cylinder head and the cylinder block. The pistons being connected to a common crank move together on each cycle of operation of the engine.

The cylinder head has formed therein intake 25 chambers I2 and I3, also has formed therein exhaust passages I4 and i5. Connected to the intake chamber I2 is a fuel intake manifold Iii to which is connected a carbureter I'I. An exhaust manifold I8 is connected to the exhaust chambers 30 I4 and I5 and is also connected to a gas purifier I9 of any conventional construction. A gas cooler 20 is connected to the gas purier I9 and to the air intake of the carbureter il. The gas cooler is of any conventional construction. The 35 gas purifier I9 has ports 2l opening to the atmosphere for the purpose of allowing undesirable exhaust gases to escape to the atmosphere while desirable exhaust gases pass to the gas cooler 20 and thence to the carbureter il for 4.0 mixing with the fuel received through a supply pipe 22. Any type of fuel may be employed, preferably a low grade of petroleum product. An air manifold 23 is connected to the intake chamber I3 and has connected thereto an air filter 45 24 of any conventional construction.

Formed in the cylinder head Il] are fuel compression chambers 26, 21, and 28. The fuel compression chamber 28 is connected to the fuel compression chambers 25 and 2l by passages 29. 50

kThe fuel compression chambers 26 and 2l are arranged in superimposed relation above the cylinder 4, while the fuel compression chamber 28 is located above the cylinder 3. Formed in the cylinder head I0 are air compression chambers Sil, 55

3|, and 32. The air compression chamber 30 is connected to the air compression chambers 3| and 32 by passages 33. The fuel compression chamber 21 is connected to the cylinder 3 by passages 34. The air compression chamber 32 is connected to the cylinder 4 by a passage 35. The fuel compression chambers are always in communication with the cylinder 3, while the air compression chambers are always in communication With the cylinder 4.

The fuel compression chamber 21 is in communication with the cylinder 4 by intake and exhaust ports 36 and 31. The compression chambers 21, 30 and 26 are in communication by intake and exhaust ports 38 and 39. .The fuel compression chamber 26 is in communication with the intake and exhaust chambersvr I2--and -I4by-in take and exhaust ports 4D and' 4I. YThe air compression chamber 32 is in communication with the cylinder 3 by intake and exhaustp0rts'42 and ..43. The .compressionchambers ,32,...28 .and 3| are in communication by intake andv exhaust ports 44 and 45. ,The air compressionhamber 3| is in communication with the intake and ex- Vhaustpassagesl 3. and I5, by portsAB- and 41.

Rotary valves 48 open and close the communication between :compression chambers `.26, 3U, 21 and the cylinder 4. The valves.,48.have intake and exhaust ports or passages49 and v5I). VRotary valves similar to the valves;.48` control vthe communication between the chambers, 3I,.28,.32 and the cylinder 3, andsaid `valves-.lhave intake and exhaustpassages or ports..52 and `53.

Rotary valves 54- control vcommunication .between the fuelk compression .chamberzl andthe intake and exhaust chambers V.I 2...and-,| 4. .The valvesl 54 are provided with. intakeandI exhaust ports or passages..55.and-..56. Rotary valvesl51 control the communication betweemthe, airacompression chamber-3| to theexhaust; and. intake chambers I5 and I3 and are provided with exhaust and intake ports .or.passages ,58.and...59. The valves-48 and 54 are gearedtogether by, a series of intermeshing gears 60. The .valvesVSI andA 51 are geared.together.by a series ofintermeshing `gears 6I.- One ofthe .valves48- hassecured thereto, agear .62- meshing withan.idler gear V63: suitably journaled to the cylinder..block and connected tothe crankshaftby a' gear-64. One. of the valves 5| 4has securedthereto. a gear 65 meshing with an idler.zgears,suitablyfjournaled to the cylinder .block and-,isconnectedto the crank shaft 9 by a: gear 61.. CasingsgSB are secured to the cylinder blockand `cylinder head for enclosing the gears 62to 61, inclusive, also for enclosing the intermeshing-gearsfll and-.6 I. Thus it will be seen that all Yof vthe, Valvesaredriven from the crank shaft 9.

The intake and exhaust ports Y.49 and50ofrthe valves 48 parallel eachother. .Also the intake .and exhaust ports 52 Yand.53` of the. valveS,.5I-l ,parallel each other. The valvesw54. ando51f-have the .intake portsthereofarranged `angular-ly tmthe exhaust ports thereof. Alolearer. illustration-of the arrangement of the intake and exhanstportsrelative to eachotherin the .valves 154,'and'51- is .clearly shown in Figure 11, also in Figures 7 to 10, inclusive. Figures 7 to 10, inclusive. clearlyillustrate the grouping of the va1ves48, 54, 5| and 51 and further show the direction of rotation ofthe various valves bythe arrows. I

During the working or power'stroke and also the exhaust stroke Vof the piston of the cylinder 4 the valves.` 48,.iplace `the' chambers 26,' 30I and 21 directly ing. communication with said -cylinder 4.

.is drawn-into the cylinder. 4. the, cylinderv 3 from ythe carburetorby Wayof the During the working or power stroke and also the exhaust stroke of the piston of the cylinder 3 the valves 5| place the compression chambers 3|, 28 and 32 in communication with said cylinder 3. During the exhaust strokes of the pistons of the cylinders 3 and 4 the Valves 5I, 51, 48 and 54 place said cylinders in direct communication with the intake and exhaust chambers I3, I2, I5 and I4. During the suction stroke of the piston of the cylinder 3 the valves 54 place said cylinder 3 in com- -munication with the.intake chamber I2 to permit fuel to pass into said cylinder 3 by Way of the fuel compression chamber 26 and passages 29 and 34. During the suction stroke of the piston of thelcylinder 4 the valve 51 places said cylinder 4 in communication with the intake chamber I3 to-admit air to said cylinder 4 by way of the air compression .chamber 3| and passages 33 and 35. During the compression stroke of the pistons of the cylinders 3 and 4 the valves 51 and 54 close and prevent the cylinders from havingcommunication wththe intakeandexhaust, chambers I2,

I3, I4and I5 so that .during the compression strokev of thepistons thefuel willbe compressed `inthe. cylinder, 3. and Acompression chambers. 2.1,. .26r and `28 and the airwill be ycompressed'inthev air compression chambers .32, and. 3|. ,During the compression of the vair and fuel` as described,

the air and fuel will be kept separated from ,one

another. Duringthe compressionstrokespf the,I

pistons the valves.48 and ,5I close to prevent direct communication between the cylinders andthe Y compression ,'chambers.

During the exhaust strokes of the pistons, the cylinders are,Y placed in direct communication withA the exhaust chambersl I4.,and I5.by.the valves ,48, 5I, 54 and, 51. ,The

valves 54 and '51 are similarlyconstructed andin Figure '7 isshown the position occupiedbythe valves during the suction stroke of oneof ,the

pistons. 4,It is to .beunderstocd,that-thervalves,4 of one .cylinder are. similarlyconstructed. ,tothe valves of theother` cylinder so thattheshowing made in Figure 7 applies to ethenone ,of the cylinders and it is to be noted that a directcommunication is made betweenthe intake4 passage Yand the cylinder in Figure '7. Figurelvshows the position of the valve. in. one, of .the cylinders, as

4the pistonV thereof ison itscompression stroke, the

intake and exhaust passages being closedto the cylinderv4 while the ,latteris in communicationv with the compression chambers due to the arrangevment of passages between said compressionchambers. In Figure 8 the valves are shownoccupying positions. duringtheworking stroke of the, piston wherein the intakeand .exhaustfpassages `are kclosed to the cylinder and .the-latter is.in.com

. munication with saidcylindersso thatthelatter may be freed of.spent gases.

In operation, during the suction stroke Y.of `the pistons Sand 6 fuel is drawn fromthe carburetor into the cylinder 3 andy airfrom theatmosphere The fueLenters 4intake ,.manifoldIG, intakeY chamber I2,com pression chamber-26..and .passagesf29 andy-,34. During the; suction stroke .of the piston` 6 air is drawn -from ;the atrnosplfierek into, the;,cylinder 4 by way; of the manifold.23-intake chambery-I3, compression Vvchamber 3 I, ,-passages`r 331;.and 35.

Thus, .duringfthe suction; strokeof, thezpistonsf 5;,

and 5, the cylinder 3 is supplied with fuel and the cylinder 4 is supplied with air, the air and fuel being kept separate, the fuel consisting of any type of fuel supplied to the carbureter and purified exhaust gases obtained from the cylinders in the previous cycle of operation of the engine. When the pistons 5 and 6 complete the suction strokes, the intake chambers I2 and i3 are closed to the cylinders so that the air and fuel will be separately compressed in the cylinders and the associated compression chambers raising the compression ratio to a maximum. The valves 5I and 48 place the compression chambers in communication with each other and with the cylinders when the pistons 5 and 6 complete the compression stroke, allowing the highly compressed air and fuel to meet and thereby bring about spontaneous combustion whereby the expanding gases may act on the pistons to drive them on their working stroke. The pistons completing their working strokes, the valves occupy positions to permit direct communication between the cylinders and the exhaust chambers i4 and I 5, allowing the pistons to drive the spent gases into and through the gas purifier and to the gas cooler, the undesirable gases being separated from the desirable gases by the purifier, the undesirable gases escaping to the atmosphere while the desirable gases pass to the cooler to be taken therefrom by the suction in the carbureter.

An engine of the character described works upon the four cycle principle and eliminates the use of electrical ignition also injectors found in the Diesel type of engine. In an engine of the character described it is possible to materially increase the compression ratio without danger of pre-ignition. During the compressing of the air and fuel separately as heretofore described, both will be raised to a high temperature so that when allowed to commingle spontaneous combustion will immediately take place. The puried eX- haust gases mixing with the fuel and when compressed in the cylinder 3 will not explode due to the lack of oxygen. However, when the highly compressed air is introduced therewith containing the oxygen the spontaneous combustion will immediately occur and thoroughly ignite all of the gases.

Having described the invention, I claim:

1. An internal combustion engine of the four cycle type comprising a cylinder block having cylinders, a head closing the cylinders, pistons operating in the cylinders, a crank shaft having a crank connected to the pistons whereby said pistons move together, said head having fuel and air intake chambers and exhaust chambers, a

fuel carbureter connected to the fuel intake chamber, an exhaust purifying and cooling apparatus connected to said exhaust chambers and to the carbureter, means for controlling and delivering fuel from said fuel intake chamber to one of the cylinders during the suction stroke of the piston thereof, a second means for controlling and delivering air from the air intake cham ber to the other cylinder during the suction stroke of the piston thereof, said rst and second means operating to close the cylinders to their respective intake chambers during the compression and working strokes of the pistons, a third means for commingling the compressed air and fuel on the pistons reaching their working strokes to bring about ignition of the fuel to drive the pistons, said first, second and third means coacting during the exhaust strokes of the pistons to connect said cylinders to said exhaust chambers, and drive means for operating said first, second and third means from the crank shaft.

2. An internal combustion engine of the four cycle type comprising a cylinder block having cylinders, a head closing the cylinders, pistons operating in the cylinders, a crank shaft having a crank connected to the pistons whereby said pistons move together, said head having fuel and air intake chambers and exhaust chambers, a fuel carbureter connected to said fuel intake chamber, an exhaust purifying and cooling apparatus connected to said exhaust chambers and to the carbureter, said head having a group of connected passages connecting one of the cylinders to said fuel intake chamber and a second group of connected passages connecting the other cylinder to the air intake chamber, said head having ports to connect said groups of passages to each other and to the cylindersand to the exhaust chambers, first, second and third groups of valves carried by the head for controlling the passages and ports, said first group of valves acting to open and close one cylinder to said fuel intake chamber and the other cylinder to the air intake chamber, said second group of valves acting to open and close the passages and cylinders to each other, said third group of valves coacting with the rst and second group of valves to open and close said cylinders with the exhaust chambers, and an operating means for the valves and driven by said crank shaft.

RICARDO D. CAYABYAB. 

